Engine-starter.



E. S. HUFF.

ENGINE STARTER.

APPLICATION FILED NOV. 16. 1914.

Patented APR-15,1919.

3 SHEETS-SHEET \HvErn'ora J3 TTORNEY E. SJHUFF.

ENGINE STARTER.

APPLICATION FILED NOV. 16. 1914.

3 SHEETSSHEET 2.

1,300,970, Patented Apr. 15, 1919.

a i I) 5 g 55- \MTnEssEs lNvEHToI? raw / rrToRNEY E. S. HUFF.

ENGINE STARTER,

APPLICATION flLED NOV. 16. 1914.

1 ,300,970, Patented Apr. 15, 1919.

3 SHEETSSHEET 3.

5 5 N-W Eodzwmwq, '5. i ig/ \mm 255% INVEHTOR BY W W UNITED STATES PATENT OFFICE.

EDWARD S. HUFF, 0F DETROIT, MICHIGAN, ASSIGNOR, BY MESNE ASSIGNMENTS, TO THE SIMMS MAGNETO COMPANY, A CORPORATION OF NEW JERSEY.

ENGINE-STARTER.

Specification of Letters Patent.

Patented Apr. 15, 1919.

To all whom it may concern:

Be it known that I, EDWARD S. HUFF, a citizen of the United States, residing at Detroit, county of lVayne, State of Michigan, have invented a certain new and useful Improvement in Engine-Starters, and declare the following to be a full, clear and exact description of the same, such as will enable others skilled in the art to which it pertains to make and use the same, reference being had to the accompanying drawings, which form a part of this specification.

My invention relates to engine starters and an object of my improvements is to provide an improved apparatus, for use upon an automobile, for starting an internal combustion engine.

I secure this object in the device illustrated in the accompanying drawings in which,

' Figure 1, is a side elevation partly in section of an apparatus embodying my invention secured in place upon an automobile, the adjacent portions of the automobile and engine, only, being shown to illustrate the con nection of the apparatus therewith.

Fig. 2, is a front elevation of the same.

Fig. 3, is a section on the line CC Fig. 1 looking from the left of said line.

Fig. 4, is a detail elevation partly in section on the line DD Fig. 1 looking from the left of said line.

Fig. 5, is a detail view of a part of the apparatus shown in Fig. 1, the parts being shown in a difierentposition.

Fig. 6, is a diagrammatic view showing the electrical connections and circuits.

(1 represents the engine, I) the main shaft and d the cam shaft. 0 is a gear wheel interposed between a gear wheel on the. main shaft and a gear wheel on the cam shaft d. f is a pulley on the outer end of the cam shaft d. g, is a pulley on the startingshaft 0 hereinafter described and h is a pulley upon a shaft on which turns the cooling fan The pulley h and cooling fan 9' are directly connected.

'5 is a friction belt extending around the pulleys f g h. n is-an arm pivotally secured at one end and at the other end carrying the shaft upon which the pulley h and fan rotate. k is a spiral spring secured aroun the pivotal'axis of the lever n and bearing at its free end against said lever to oscillate the same. m is a set screw by which the tenslon of the spring is may be adjusted. By the spring In and set screw m the tension upon the belt 2' may be adjusted.

17, IS an electric motor and generator hereinafter called simply a dynamo having a shaft 0 upon the end of which is secured the pulley g. g, is the fly wheel of the englne mounted upon the main shaft 6. 1' indicates a series of gear teeth formed around the periphery of the fly wheel 9 and somewhat raised above the rest of the periphery of said wheel. 8 is a gear wheel on the shaft 0 of the dynamo p. The gear wheel 8 is adjacent to and in the same plane as the gear teeth 1' on the fly wheel 9, but it does not directly engage said gear teeth; The breadth of the periphery of the gear wheel 8 is somewhat broader than the teeth 7" so that said gear wheel extends beyond the plane of said teeth, as shown in Fig. 1. u is a cylindrical rod secured in stationary supports at its ends and extending parallel to the axes of the wheel 8 and fly wheel q and adjacent to said wheels. 1 is a gear wheel pivoted and adapted to turn on the rod u. The wheel t is of such a size and so located that its teeth will engage the teeth of the wheel 8 and the gear wheel 1" on the fly wheel g when the wheel t is moved into the same plane. Normally the gear wheel t is out of engagement with the gear teeth 1' and the teeth of the wheel 8, as shown in Fig. 1. t is a sleeve upon the rod u adapted to reciprocate longitudinally of said rod. 1; is a rod resting in stationary bearings parallel to the rod 'u' and adapted to reciprocate longitudinally through said bearings. One end of the rod 1; is provided with an arm 4 which extends into a groove in the gear wheel If so that a movement of the rod o shall carry the gear wheel t with it while permitting a free rotation of said gear wheel. At the end of the rod v opposite to that to which the arm 4 is secured is a cam 5 of insulating material adapted to actuate the contact levers of a switch hereinafter described. 3 is across head rigidly secured to the rod 11 and sleeved upon the rod u so as to slide longitudinally thereof. 10 is a compression spring sur rounding the rod u and resting at one end against thev sleeve 25 and at the other end against the cross head y. w is a compression spring surrounding the rod '0 and bearing at one end against a stationary support and at the other end against the cross head 3 z is a lever pivoted and adapted to oscillate about the stationary pivot 2. 3, is an arm having a fork at its outer end engaging a pm, or lug, upon the cross head y.

y the apparatus just described when the lever a is oscillated to the position shown in Fig. 5, the cross head y is pressed forward bringing a pressure against the sleeve 12 and tending to ress said sleeve forward to slide the gear w eel t into engagement with the gear wheel a and the teeth 7: on the fly wheel.

f the teeth of the gear wheel do not at first engage, there will be the yielding pressure of the spring w always tending to press said wheel forward and when the teeth are made to register, said spring projects the wheel t quickly into enga ement with the teeth 1' on the fly wheel. en the lever z is released the spring a: presses the cross head I back and the parts are restored to the position shown in Fig. 1.

8, 9 and 10 are three binding posts arranged in line. 6, is a rocking lever in contact with the center binding post 9 and adapted to contact the bindingposts 8 or 10, depending upon which way it rocks.

11, 12 and 13 are three binding posts arranged in line with each other opposite the bin ing posts 8, 9 and 10. 7, is a rocking lever similar to the lever 6 and contacting the center bindin post 12 and adapted to make contact wit the binding posts 11 or 13 dependin upon which way it rocks about its pivot. he inner surfaces of the levers 6 and 7 are concave between their ends and the cam -iece'5 on the end of the rod- 4) acts upon sai concave surface to rock the levers one way or the other when the rod '0 is reci rocated.

e rod '0 is provided with a socket at its end, as shown,,and the cam piece 5 is adapted to reciprocate in said socket so as to float between the levers and make an equal contact on both.

l 14, is a conductor leading from the binding post 10 to the dynamo p. 15 and 16 are storage cells or batteries. 17, is an automatic switch of conventional construction by which a contact 28 is made or broken. 18 r resents a ground for the dynamo circurt. The binding post 13 is grounded at 19. The negative post of cell 15 is grounded at 20. 21, is a conductor leading the binding post 10 throu h the ser1es coil of the automatic switch 1 and connecting with the conductor 23 which is joined to the binding post 8. 24 is a conductor joining the'positive pole of the cell 1'5 with the binding post 8. 25, is a conductor connecting the positive pole of the cell 16 with the binding post 9. 27, is a conductor joining the negatlve pole of the cell 16 with the shunt coil of the automatic switch 17. 26,

from

is a conductor joining the conductor 27 with the binding post 12. 8 is a stri of conducting material joining the bin ing posts 8 and 11.

When the rod '1: is retracted, as shown in Fig. 1, the gear wheel t is drawn out of engagement thus disengaging the dynamo from the fly wheel. he connections and circuits are arranged as shown in Fig. 6 in which the positive pole of the dynamo p is connected through the conductors 14, 21 and 23 with both of the positive poles of the cells 15 and 16 and negative poles of said cells are grounded, one at 20, the other through the conductors 27, 26, pole piece 12, lever 7 and pole piece 13 and the current is bein driven by the d namo in a reverse direction through the ce is 15 and 16. When the parts are in the position shown in Fig. 5 and the shaft of the dynamo p is connected through the gear wheel t with the fly wheel, the contact levers 6 and 7 are oscillated at the opposite direction and the binding posts 9 and 10, and 8, 11 and 12 are connected. In this position of the parts the cells 15 and 16 will be connected in series to actuate the dynamo and the rotation of the dynamo shaft 0 will turn the main shaft of the engine through the gear. wheels .2 and t and the ear teet 1- upon the fl wheel. When the ever zis released and t e parts returned to the position shown in Fig. 1, the shaft 0 will be rotated from the engine shaft through the gear wheel on the engine shaft, the gear wheels 0 and e, the pulleys f and g and the belt a so as to generate the charging current for the batteries.

W at 'I claim is:

1. In an engine starter, anelectric starting and charging d namo, a permanent yielding engagement etween said dynamo and engine at one relative speed, and means for temporarily connecting said dynamo to said engine at a different relative speed to drive the same, said yielding connection being adapted to resist relative motion of the connected parts with an approximately constant. force that shall not Prevent the action of the dynamo to start the engine.

2. In an engine starter, an electric starting and chargin dynamo, a permanent yielding frictiona engagement at one relative speed between said namo and engine, and means for temporari y connectin said dynamo to said engme at a different re ative speed to drive the same, said yielding connection being adapted to resist relative motion of the connected parts with an approximately constant force that shall not prevent the action of the dynamo to start the engine.

3. In an engine starter, a starting and. charging dynamo, a permanent yielding engagement between saiddynamo and engine adapted to secure one relative speed, and a manually operated means for temporarily In testimony whereof. I sign this specificatlon 1n the presence of two witnesses.

EDWARD S. HUFF.

Witnesses:

AGNES M. HIPKINS, ELLIO'I'I STODDARD. 

